JP2023069462A - Flight control device - Google Patents

Abstract

To provide a flight control device capable of enhancing safety for each of two flight vehicles when avoiding collision of the two flight vehicles.SOLUTION: A flight control device performs flight control processing for flying an own vehicle. If a collision between the own vehicle and another party vehicle is predicted, the flight control device performs discovery/avoidance processing on the assumption that a collision risk is discovered. The flight control device sets a priority of the own vehicle and the other party vehicle for collision avoidance in step S304 of the discovery/avoidance processing. If the other party vehicle has higher priority than that of the own vehicle, the flight control device 40 ends the discovery/avoidance processing directly on the assumption that the other party vehicle makes collision-avoiding flight. On the other hand, if the own vehicle has higher priority than that of the other party vehicle, in step S404, the flight control device changes the flight route of the own vehicle to a collision-avoiding route.SELECTED DRAWING: Figure 5

Description

The disclosure herein relates to flight control devices.

Patent Literature 1 describes a control device that controls an unmanned aerial vehicle. The controller modifies the flight plan for flying the unmanned aerial vehicle to avoid collisions of the unmanned aerial vehicle with other aircraft. Flight plan modifications are made to ensure that the unmanned aerial vehicle flies the safest route.

Japanese Patent Publication No. 2021-509096

However, in Patent Document 1, if only one of the two flying objects unilaterally changes its flight route to avoid a collision, the burden of collision avoidance is biased to only one of the flying objects. Become. In this case, there is a concern that only one flying object may avoid a collision while deteriorating its own safety.

A primary object of the present disclosure is to provide a flight control device capable of enhancing safety for each of two aircraft when avoiding collisions of the two aircraft.

The multiple aspects disclosed in this specification employ different technical means to achieve their respective objectives. In addition, the symbols in parentheses described in the claims and this section are an example showing the correspondence relationship with the specific means described in the embodiment described later as one aspect, and limit the technical scope isn't it.

In order to achieve the above object, the disclosed first aspect includes:
A flight control device (40) mounted on an aircraft (10) that is an aircraft and controlling the aircraft,
a device acquisition unit (S201, S203, S301, S303) that acquires device information as information about the device;
an opponent aircraft acquisition unit (S402, S501) for acquiring opponent aircraft information as information about an opponent aircraft that is a flying object different from the own aircraft;
Regarding a collision between own aircraft and the other aircraft, the priority relationship indicating which of the own aircraft and the other aircraft takes priority in collision avoidance flight, which is a flight to avoid collision, is specified in the own aircraft information and the other aircraft information. a priority relationship setting unit (43, S403, S502) that sets according to
It is a flight control device equipped with

According to the first aspect, when a collision between the own aircraft and the opponent aircraft is predicted, the priority relationship indicating which of the own aircraft and the opponent aircraft preferentially performs the collision avoidance flight is based on the own aircraft information and the opponent aircraft. It is set according to the machine information. In this configuration, at least one of the own aircraft and the other aircraft performs collision avoidance flight according to the priority relationship, thereby avoiding a collision in a manner that does not lower the safety of each of the own aircraft and the other aircraft. . Therefore, it is possible to prevent a situation in which only one of the own aircraft and the other aircraft unilaterally performs a collision avoidance flight and the safety of only one is lowered. Therefore, when avoiding a collision between two flying objects, the own aircraft and the other aircraft, the safety of each of the two flying objects can be enhanced.

A second disclosed aspect comprises:
A flight control device (40) mounted on an aircraft (10) that is an aircraft and controlling the aircraft,
an information output unit (S1203, S1303) that outputs own aircraft information as information about the own aircraft to a management facility (155) that manages the flight of the own aircraft;
Indicates which of the own aircraft or the other aircraft will perform collision avoidance flight, which is a flight for avoiding collision, with priority when the other aircraft (90), which is a flying object different from the own aircraft, collides with the own aircraft. a priority relationship acquisition unit (S1401) that acquires a priority relationship through wireless communication with a management facility;
It is a flight control device equipped with

According to the second aspect, with respect to avoiding a collision between the own aircraft and the other aircraft, the own aircraft establishes a priority relationship indicating which of the own aircraft and the other aircraft takes priority in collision avoidance flight with the management facility. can be acquired by wireless communication. Therefore, as in the first aspect, when avoiding a collision between two flying objects, the own aircraft and the opponent aircraft, the safety of each of the two flying objects can be enhanced.

FIG. 4 is a block diagram showing electrical configurations of the own device and the partner device according to the first embodiment; 4 is a flowchart showing the procedure of flight control processing; 4 is a flowchart showing the procedure of pre-takeoff processing; 4 is a flowchart showing the procedure of in-flight processing; 4 is a flowchart showing a procedure of discovery avoidance processing; 4 is a flowchart showing the procedure of reception avoidance processing; 10 is a flowchart showing the procedure of discovery avoidance processing in the second embodiment; 4 is a flowchart showing the procedure of avoidance confirmation processing; 10 is a flowchart showing the procedure of reception avoidance processing according to the third embodiment; The figure which shows the structure of eVTOL in 4th Embodiment. FIG. 4 is a block diagram showing electrical configurations of the own device and the counterpart device; 4 is a flowchart showing the procedure of collision avoidance processing; FIG. 12 is a block diagram showing electrical configurations of the own device and the counterpart device according to the fifth embodiment; 4 is a flowchart showing the procedure of collision avoidance processing; FIG. 11 is a block diagram showing electrical configurations of the own device, the partner device, and the management center in the sixth embodiment; 4 is a flowchart showing the procedure of flight control processing; 4 is a flowchart showing the procedure of pre-takeoff processing; 4 is a flowchart showing the procedure of in-flight processing; 4 is a flowchart showing the procedure of reception avoidance processing; 4 is a flowchart showing the procedure of management processing;

A plurality of modes for carrying out the present disclosure will be described below with reference to the drawings. In each form, the same reference numerals may be given to the parts corresponding to the matters described in the preceding form, and overlapping explanations may be omitted. When only a part of the configuration is described in each form, the previously described other forms can be applied to other parts of the configuration. Not only combinations of parts that are explicitly stated that combinations are possible in each embodiment, but also partial combinations of embodiments even if they are not explicitly stated unless there is a particular problem with the combination. is also possible.

<First Embodiment>
A flight system 30 shown in FIG. 1 is mounted on the aircraft 10 . The aircraft 10 is a flying object such as an eVTOL. eVTOL is an electric vertical take-off and landing aircraft. An electric vertical take-off and landing aircraft is an electric vertical take-off and landing aircraft capable of vertical take-off and landing. eVTOL is an abbreviation for electric Vertical Take-Off and Landing aircraft. The own aircraft 10 is an electric aircraft that flies in the atmosphere, and corresponds to an aircraft and an electric aircraft. The own aircraft 10 is a manned flying object on which a crew member rides or an unmanned flying object on which no crew member rides. When the aircraft 10 is a manned aircraft, the crew includes a pilot as an operator. The flight system 30 is a system that drives the aircraft 10 to fly. Flight system 30 is sometimes referred to as a propulsion system. Manned and unmanned air vehicles are sometimes referred to as manned and unmanned aircraft.

The flight system 30 has a receiver 33 , a transmitter 34 , a monitor 39 and a flight controller 40 . The flight control device 40 has a storage device 35 , a risk determination section 41 , a route setting section 42 and a priority relationship setting section 43 . In FIG. 1, the own aircraft 10 is shown as FP, the receiving device 33 as RD, the transmitting device 34 as TD, the monitoring device 39 as MD, and the flight control device 40 as FCD. Also, the storage device 35 is shown as FSD, the risk determination unit 41 as CRJ, the route setting unit 42 as FRS, and the priority relationship setting unit 43 as CAP.

The flight control device 40 is an ECU, for example, and performs flight control for causing the aircraft 10 to fly. Flight controller 40 is a controller that controls flight system 30 . ECU is an abbreviation for Electronic Control Unit. The flight control device 40 is mainly composed of a microcomputer having, for example, a processor, memory, I/O, and a bus connecting them. A microcomputer is sometimes called a microcomputer. A memory is a non-transitory physical storage medium that non-temporarily stores computer-readable programs and data. A non-transitional tangible storage medium is a non-transitory tangible storage medium, which is implemented by a semiconductor memory, a magnetic disk, or the like.

The flight control device 40 executes various processes related to flight control by executing control programs stored in at least one of the memory and the storage device 35 . The flight control device 40 performs flight control according to information acquired from the receiving device 33, the monitoring device 39, and the like. The storage device 35 stores information related to flight control such as control programs. The storage device 35 includes a storage medium. Note that the storage device 35 may be provided independently of the flight control device 40 . In this case, it is preferable that the storage device 35 and the flight control device 40 can communicate with each other.

Flight controller 40 is electrically connected to receiver 33 , transmitter 34 and monitor 39 . The receiving device 33 and the transmitting device 34 are capable of wireless communication with a communication target different from the own device 10 . The receiving device 33 can receive a signal from a communication target. The transmitting device 34 can transmit a signal to a communication target. The flight control device 40 acquires information from the communication target via the receiving device 33 and outputs information to the communication target via the transmission device 34 . Note that the receiving device 33 and the transmitting device 34 may be provided integrally as a communication device or the like. Further, the receiving device 33 corresponds to the receiving section, and the transmitting device 34 corresponds to the transmitting section.

The monitoring device 39 monitors the surroundings of the aircraft 10 . The monitoring device 39 monitors the surroundings of the aircraft 10 for other flying objects. When the aircraft 10 is flying, the monitoring device 39 monitors other flying objects in the airspace around the aircraft 10 . The monitoring device 39 outputs information indicating the monitoring results to the flight control device 40 . Surveillance results include aircraft information about other aircraft in the surrounding airspace.

If another flying object is referred to as the counterpart aircraft 90, there is concern that the own aircraft 10 and the counterpart aircraft 90 will collide. Therefore, the flight control device 40 performs collision avoidance control to avoid collision between the own aircraft 10 and the counterpart aircraft 90 . Collision between own aircraft 10 and opponent aircraft 90 includes contact between own aircraft 10 and opponent aircraft 90 .

In the device 10 , device information, which is information about the device 10 , is stored in the storage device 35 . The own aircraft information is information necessary for the flight control device 40 to perform flight control and collision avoidance control. The aircraft information corresponds to the aircraft information. The self-machine information includes identification information, weight information, passenger information, abnormality information, speed information, and the like. The identification information is information for identifying the own device 10 . The identification information includes device identification information for identifying the device of the device 10, information indicating the type of the device 10, and the like. The weight information is information about the weight of the own machine 10 . The weight information includes information about the weight of the aircraft 10 itself. Note that the identification information may directly or indirectly include information about the aircraft such as the size and weight of the aircraft.

The occupant information is information about the occupants of the aircraft 10 . The occupant information includes information indicating whether or not there is an occupant on the aircraft 10 . That is, the crew information includes information indicating whether the aircraft 10 is a manned aircraft or an unmanned aircraft. When crew members are on board the aircraft 10, the crew information may include the number of crew members. The anomaly information is information regarding an anomaly of the device 10 itself. The abnormality information includes information indicating whether or not an abnormality has occurred in the device 10 itself. That is, the abnormality information includes information indicating whether or not there is an abnormality in the device 10 itself. When an abnormality has occurred in the device 10, the abnormality information may include information indicating the content of the abnormality. The speed information is information about the flight speed of the aircraft 10 .

In this embodiment, as the partner device 90, an aircraft capable of wireless communication with a communication target different from the partner device 90 is assumed. The partner device 90 has a receiving device 93 and a transmitting device 94 . The receiving device 93 can receive a signal from a communication target. The transmitting device 94 can transmit a signal to a communication target. The receiving devices 33 and 93 and the transmitting devices 34 and 94 allow the device 10 and the partner device 90 to transmit and receive information. In FIG. 1, the counterpart device 90 is indicated as FP, the receiving device 93 as RD, and the transmitting device 94 as TD.

In addition to the partner device 90, a management center is a communication target with which the device 10 can communicate. The management center is a facility capable of managing the own machine 10, such as the control center 155 (see FIG. 15). At the management center, a management system capable of managing the machine 10 is constructed. The management system has a management device and a storage device. The management device is a control device that controls the management system. The storage device can store information necessary for managing the device 10 itself. Note that the storage device may be included in the management device.

When the own aircraft 10 and the partner aircraft 90 can communicate with each other, the flight control device 40 acquires partner aircraft information, which is information about the partner aircraft 90 , from the partner aircraft 90 . The other aircraft information is information necessary for the flight control device 40 to perform collision avoidance control, similar to the own aircraft information. The counterpart aircraft information corresponds to the aircraft information. The partner aircraft information includes identification information, priority information, flight route information, position information, and the like. The identification information is information for identifying the counterpart device 90 . The identification information includes machine identification information for identifying the machine of the counterpart machine 90 and information indicating the type of the counterpart machine 90 . The identification information may directly or indirectly include information about the body of the partner machine 90, such as the size and weight of the body.

The priority information is information relating to the avoidance priority of the partner device 90 . The avoidance priority is a degree indicating how much priority is given to collision avoidance by the counterpart aircraft 90 to avoid a collision between the own aircraft 10 and the counterpart aircraft 90 . The priority information indicates that, for example, the higher the avoidance priority of the partner device 90 is, the higher the possibility that the partner device 90 preferentially performs collision avoidance between the own device 10 and the partner device 90 . The flight route information is information relating to the flight route of the counterpart aircraft 90 . The flight route information includes information indicating the flight route on which the counterpart aircraft 90 flies. The flight route includes at least one of a course and a route for the counterpart aircraft 90 . A flight route is sometimes referred to as a flight path. The location information is information about the location of the partner device 90 . The position information includes information indicating the current position of the partner device 90, information indicating the current altitude of the partner device 90, and the like.

The aircraft information used for collision avoidance control performed by the flight control device 40 includes priority information, flight route information, position information, etc., in addition to identification information and the like. The flight route information is information regarding the flight route of the aircraft 10 . The flight route information includes information indicating the flight route on which the aircraft 10 flies. The flight route includes at least one of a course and a route for the own aircraft 10 . The location information is information about the location of the own device 10 . The position information includes information indicating the current position of the aircraft 10, information indicating the current altitude of the aircraft 10, and the like.

The priority information is information regarding the avoidance priority of the own aircraft 10 . The avoidance priority is a degree indicating how much the own aircraft 10 gives priority to collision avoidance between the own aircraft 10 and the counterpart aircraft 90 . The priority information indicates, for example, that the higher the avoidance priority of the own aircraft 10 is, the higher the possibility that the own aircraft 10 preferentially performs collision avoidance between the own aircraft 10 and the counterpart aircraft 90 .

The own device information includes fixed information and variable information. The fixed information is information unique to the device 10 and does not change easily. Fixed information includes, for example, the body weight of the aircraft 10 . Fixed information corresponds to unique information. The fluctuation information is information that fluctuates about the own device 10 . The variation information includes, for example, information indicating additional weight to the own machine 10, speed information of the own machine 10, and the like. The additional weight to the own aircraft 10 includes the number of crew members on the own aircraft 10, the total weight of the loads loaded on the own aircraft 10, and the like. The load includes cargo and the like.

The avoidance priority is set according to the own aircraft information as an index. The avoidance priority is set according to both fixed information and variable information of own machine 10 . As the avoidance priority, there is a fixed priority set according to fixed information. The avoidance priority is calculated by correcting the fixed priority according to the variation information. A fixed priority is an avoidance priority initially set for the own device 10 .

The fixed priority is set according to, for example, the weight of the aircraft 10, whether the aircraft 10 is an unmanned aircraft, whether the aircraft 10 is capable of vertical takeoff and landing, the propulsion mechanism of the aircraft 10, and the like. be. For example, the lighter the body weight of the own aircraft 10, the easier it is to avoid a collision, so a higher fixed priority is set. When the own aircraft 10 is an unmanned flying object, a higher fixed priority is set because collision avoidance is easier than when the own aircraft 10 is a manned flying object. When the own aircraft 10 is capable of vertical takeoff and landing, a higher fixed priority is set because collision avoidance is easier than when the own aircraft 10 is not capable of vertical takeoff and landing.

The fixed priority may be set so that the aircraft weight has a greater influence than other fixed information. When the weight of an aircraft such as the aircraft 10 is assumed to be several tens of kilograms to several hundreds of tons, an aircraft having a weight of several hundred tons on the order of tons may have a weight of several tens of kilograms on the order of kilograms. Compared to flying objects, it is considered very difficult to avoid collisions by changing course. For this reason, for flying objects whose airframe weight is extremely large or small to the extent that the order of weight is different from that of other flying objects, the effect of airframe weight is such that the increase or decrease in fixed priority due to other fixed information does not affect it. A fixed priority is preferably set to increase.

In the own aircraft 10, the propulsion mechanism for propelling the own aircraft 10 differs depending on whether vertical takeoff and landing are possible. For example, if the aircraft 10 is a vertical takeoff and landing aircraft, the aircraft 10 is equipped with a propulsion mechanism that enables vertical takeoff and landing. If the own aircraft 10 is not a vertical takeoff and landing aircraft, the own aircraft 10 is equipped with a propulsion mechanism that cannot perform vertical takeoff and landing. The propulsion mechanism also differs depending on the type of vertical take-off and landing aircraft. For example, if the aircraft 10 is a tilt-rotor aircraft, one rotor serves both as a lift rotor for vertical takeoff and landing and as a cruise rotor for cruising. On the other hand, if the aircraft 10 is not a tilt rotor aircraft, the rotor for lift and the rotor for cruise are not used together. In this case, the lift rotor and the cruise rotor are separately mounted on the own aircraft 10 . In this way, even vertical take-off and landing aircraft have different propulsion mechanisms depending on whether they are tilt-rotor aircraft or not.

For example, if the aircraft 10 is equipped with a propulsion mechanism that facilitates ascent and descent, it is assumed that collision avoidance is easier than in the case where the aircraft 10 is equipped with a propulsion mechanism that makes it difficult to ascend and descend. A higher priority is set. Further, in the case where the aircraft 10 has one rotor that serves both as a rotor for lift and a rotor for cruise, compared to a case where the aircraft has separate rotors for lift and cruise, it is possible to avoid a collision. The fixed priority is set low because it takes a long time to

At least part of the fixed information is stored in the storage device 35 . For example, among the fixed information, information indicating the weight of the aircraft 10 is stored in the storage device 35 . Information indicating the fixed priority is stored in the storage device 35 as fixed information. At least part of the fixed information may be stored in the storage device of the management center.

The flight control device 40 performs collision avoidance control using own aircraft information and partner aircraft information. The flight control device 40 has a risk determination section 41, a route setting section 42, and a priority relationship setting section 43 as functional blocks for performing collision avoidance control. The functional block may be configured in hardware by at least one IC or the like, or may be executed by a combination of software execution by a processor and hardware.

The risk determination unit 41 determines the risk of collision between the own aircraft 10 and the counterpart aircraft 90 . The collision risk is, for example, the possibility of collision between the own aircraft 10 and the counterpart aircraft 90 . For example, the risk determination unit 41 determines whether or not there is a risk of collision between the own aircraft 10 and the counterpart aircraft 90 . That is, the risk determination unit 41 determines whether or not there is a partner aircraft 90 that poses a risk of collision with the own aircraft 10 . The risk determination unit 41 determines that there is a risk of collision when, for example, the course of the own aircraft 10 and the course of the counterpart aircraft 90 approach, cross, or match at a predetermined timing.

The route setting unit 42 sets a flight route for the aircraft 10 to fly. The route setting unit 42 can reset the flight route. For example, when there is no risk of collision between the own aircraft 10 and the counterpart aircraft 90, the route setting unit 42 sets a flight route for the own aircraft 10 to reach the destination. Then, when there is a risk of collision between the own aircraft 10 and the counterpart aircraft 90 and the collision must be avoided by the own aircraft 10 , the route setting unit 42 is arranged so as to avoid collision between the own aircraft 10 and the counterpart aircraft 90 . to reset the flight route. In this case, the route setting unit 42 changes the flight route.

The priority relationship setting unit 43 calculates a priority relationship for avoiding collision between the own machine 10 and the partner machine 90 . The priority relationship is information indicating which of the own aircraft 10 and the counterpart aircraft 90 preferentially performs collision avoidance. The priority relationship is, for example, the order of priority set for the own device 10 and the counterpart device 90 . In the priority relationship, the one with the higher priority for collision avoidance between the own aircraft 10 and the counterpart aircraft 90 indicates that the collision between the own aircraft 10 and the counterpart aircraft 90 is preferentially avoided. As a method of avoiding collision, for example, there is a method in which only the higher-priority one of the own aircraft 10 and the counterpart aircraft 90 changes the flight route.

The flight control device 40 performs flight control processing for causing the aircraft 10 to fly. The flight control process will be described with reference to the flow charts of FIGS. 2 to 6. FIG. The flight control device 40 repeatedly executes flight control processing at a predetermined control cycle. The flight control device 40 has a function of executing each step of the flight control process.

In step S101 shown in FIG. 2, the flight control device 40 determines whether or not the aircraft 10 has yet to take off. If the aircraft 10 is yet to take off, the flight control device 40 determines that the aircraft 10 is not flying, and proceeds to step S102. The flight control device 40 performs pre-takeoff processing in step S102. The pre-takeoff process is a process of acquiring the avoidance priority by correcting the fixed priority according to the change information before the takeoff of the aircraft 10 . This process is also a process of correcting and updating the avoidance priority based on the variation information. Note that the flight control device 40 may calculate the fixed priority according to the fixed information of the own aircraft 10 in the pre-takeoff process. The pre-takeoff process will be described with reference to the flowchart shown in FIG.

The flight control device 40 acquires the weight information of the aircraft 10 in step S201 of the takeoff preprocessing. This weight information includes information about the weight of the load as variation information. The function of executing the process of step S201 in the flight control device 40 corresponds to the own aircraft acquisition unit.

In step S<b>202 , the flight control device 40 corrects and updates the avoidance priority according to the weight information of the aircraft 10 . That is, the weight information of the own machine 10 is used to correct the fixed priority. The flight control device 40 corrects the fixed priority according to the total weight of the load, for example, and acquires the correction result as the avoidance priority. The flight control device 40 corrects the avoidance priority so as to lower the collision avoidance, for example, because the heavier the total weight of the load is, the more difficult it is to avoid the collision. The function of executing the process of step S202 in the flight control device 40 corresponds to the priority setting section and the aircraft setting section.

The flight control device 40 acquires crew information of the aircraft 10 in step S203. This crew information includes information about the number of crew members on board the aircraft 10 as variation information. The function of executing the process of step S203 in the flight control device 40 corresponds to the own aircraft acquisition unit.

In step S<b>204 , the flight control device 40 corrects and updates the avoidance priority using the crew information of the aircraft 10 . That is, the fixed priority is corrected using the occupant information of the own aircraft 10 . The flight control device 40 further corrects the avoidance priority corrected in step S202 according to, for example, the number of crew members, and acquires the correction result as the avoidance priority. The flight control device 40 corrects the avoidance priority so as to be low, for example, assuming that collision avoidance becomes more difficult as the number of crew members increases. The number of passengers is information indicating the total weight of the passengers. Therefore, the avoidance priority is corrected by the total weight of the occupant. The function of executing the process of step S204 in the flight control device 40 corresponds to the priority setting section and the aircraft setting section.

The flight control device 40 stores the avoidance priority corrected in step S204 in the storage device 35 in step S205.

Returning to FIG. 2, in step S101, if the aircraft 10 is not yet to take off, the flight control device 40 proceeds to step S103 on the assumption that the aircraft 10 is in flight. The flight control device 40 performs in-flight processing in step S103. The in-flight process is a process of acquiring the avoidance priority by correcting the fixed priority according to the variation information while the own aircraft 10 is in flight. This process is also a process of correcting and updating the avoidance priority based on the variation information. The in-flight processing will be described with reference to the flowchart shown in FIG.

The flight control device 40 acquires the speed information of the aircraft 10 in step S301 of the in-flight process. This speed information includes information indicating the current flight speed of the aircraft 10 as variation information. The function of executing the process of step S301 in the flight control device 40 corresponds to the own aircraft acquisition unit.

The flight control device 40 corrects and updates the avoidance priority using the speed information of the own aircraft 10 in step S302. That is, the fixed priority is corrected using the speed information of the own machine 10 . The flight control device 40 reads information about the avoidance priority from the storage device 35, corrects the avoidance priority according to the flight speed of the aircraft 10, and acquires the corrected result as the avoidance priority. For example, the flight control device 40 corrects the avoidance priority so that the collision avoidance becomes more difficult as the flight speed of the own aircraft 10 increases. The function of executing the process of step S302 in the flight control device 40 corresponds to the priority setting section and the aircraft setting section.

The flight control device 40 acquires the abnormality information of the own aircraft 10 in step S303. This abnormality information includes, as variation information, information indicating whether or not there is an abnormality in the device 10 and the details of the abnormality. The function of executing the process of step S303 in the flight control device 40 corresponds to the own aircraft acquisition unit.

The flight control device 40 corrects and updates the avoidance priority using the abnormality information of the own aircraft 10 in step S304. In other words, the fixed priority is corrected using the abnormality information of the device 10 itself. The flight control device 40 further corrects the avoidance priority corrected in step S302 according to the presence or absence of anomaly and the content of the anomaly, and acquires the correction result as the avoidance priority. The flight control device 40 determines that it is difficult to avoid a collision when an abnormality has occurred in the aircraft 10, and corrects the priority so as to lower the avoidance priority. The function of executing the process of step S304 in the flight control device 40 corresponds to the priority setting section and the aircraft setting section.

The flight control device 40 stores the avoidance priority corrected in step S304 in the storage device 35 in step S305.

Returning to FIG. 2, after step S103, the flight control device 40 advances to step S104 to perform collision prediction. The flight control device 40 predicts that the own aircraft 10 and the other aircraft 90 will collide. For example, the flight control device 40 predicts the possibility that the course of the own aircraft 10 and the course of the other aircraft 90 will approach, intersect, or coincide at a predetermined timing. If it is predicted that this possibility is high, it is predicted that there is a high possibility of collision between the own aircraft 10 and the counterpart aircraft 90 . The function of executing the process of step S104 in the flight control device 40 corresponds to the collision prediction section.

In step S105, the flight control device 40 determines whether or not a collision risk has been found. That is, the flight control device 40 determines whether or not the counterpart aircraft 90 with a risk of collision has been found. The flight control device 40 determines whether the possibility of collision between the own aircraft 10 and the opponent aircraft 90 is higher than a predetermined criterion. If the collision probability is higher than a predetermined criterion, the flight control device 40 determines that a collision risk has been found, and proceeds to step S106. Discovering a collision risk is also discovering an aircraft with a collision risk. The function of executing the process of step S105 corresponds to the risk determination unit 41. FIG.

The flight control device 40 performs discovery avoidance processing in step S106. The detection avoidance process is a process for avoiding the collision risk when the flight control device 40 detects the collision risk of the own aircraft 10 . Avoiding a collision risk means avoiding a collision between the own aircraft 10 and the counterpart aircraft 90 . The discovery avoidance processing will be described with reference to the flowchart shown in FIG.

The flight control device 40 transmits own aircraft information in step S401 of the detection avoidance process. The flight control device 40 transmits own aircraft information from the transmitting device 34 to the counterpart aircraft 90 . This self-machine information includes, for example, priority information regarding the avoidance priority of the self-machine 10 . Note that the flight control device 40 may transmit its own aircraft information to the management center. Further, when there is a flying object other than the partner aircraft 90 around the flying object 10, the flight control device 40 may transmit the flying object information to the flying object. The function of executing the process of step S401 in the flight control device 40 corresponds to the transmission executing section.

In step S402, the flight control device 40 determines whether or not the partner aircraft information has been received. The partner machine information includes, for example, priority information regarding the avoidance priority of the partner machine 90 . The flight control device 40 measures, for example, the elapsed time after transmitting the own aircraft information, and determines whether the other aircraft information is received from the other aircraft 90 before the elapsed time reaches a predetermined judgment time. judge. If partner aircraft information is received from the partner aircraft 90 before the elapsed time reaches the determination time, the flight control device 40 proceeds to step S403. If the partner aircraft information is not received from the partner aircraft 90 before the elapsed time reaches the determination time, the flight control device 40 determines that the partner aircraft information could not be received. The function of executing the process of step S402 in the flight control device 40 corresponds to the priority setting section and the reception execution section.

When the information indicating the avoidance priority is included in the partner aircraft information, the flight control device 40 sets the avoidance priority of the partner aircraft 90 by acquiring the information indicating the avoidance priority. Further, when the information indicating the avoidance priority is not included in the partner aircraft information, the flight control device 40 sets the avoidance priority for the partner aircraft 90 according to the partner aircraft information. The flight control device 40 sets the avoidance priority of the other aircraft 90 according to the other aircraft information in the same way that the avoidance priority of the own aircraft 10 is set according to the own aircraft information. For example, the flight control device 40 calculates the fixed priority as the avoidance priority according to the fixed information of the counterpart aircraft 90 . Then, the flight control device 40 corrects and updates the avoidance priority for the counterpart aircraft 90 in accordance with the variation information, in the same manner as in steps S102 and S103 for the own aircraft 10 .

If the partner aircraft information could not be received in step S402, the flight control device 40 acquires information indicating that the partner aircraft information could not be received as the partner aircraft information. In this case, the flight control device 40 sets the avoidance priority for the counterpart aircraft 90 according to the counterpart aircraft information that the counterpart aircraft information could not be received. Note that the flight control device 40 may acquire the current flight speed and the like of the other aircraft 90 as the other aircraft information, and set the avoidance priority according to the current flight speed and the like. The function of executing the process of step S402 in the flight control device 40 corresponds to the counterpart aircraft acquiring unit and the counterpart aircraft setting unit.

In step S403, the flight control device 40 sets the priority relationship between the own aircraft 10 and the counterpart aircraft 90 according to the own aircraft information and the counterpart aircraft information. The function of executing the process of step S403 in the flight control device 40 corresponds to the priority relationship setting unit. The flight control device 40 determines which of the own aircraft 10 and the counterpart aircraft 90 has a higher priority for collision avoidance in the priority relationship between the own aircraft 10 and the counterpart aircraft 90 . For example, the flight control device 40 determines whether or not the priority of the other aircraft 90 is higher than the priority of the own aircraft 10 with respect to collision avoidance. When the avoidance priority of the other aircraft 90 is higher than the avoidance priority of the own aircraft 10, the flight control device 40 determines that the priority of the other aircraft 90 is higher than the priority of the own aircraft 10 with respect to collision avoidance.

If the counterpart aircraft 90 has a higher priority than the own aircraft 10, the flight control device 40 ends the detection avoidance processing as it is, and also ends the flight control processing. In this case, the counterpart aircraft 90 performs a collision avoidance flight to avoid collision between the own aircraft 10 and the counterpart aircraft 90 . On the other hand, the aircraft 10 does not perform collision avoidance flight and continues to fly without changing the current flight route. Collision avoidance flight is sometimes referred to as collision avoidance behavior. If the other aircraft 90 has a higher priority than the own aircraft 10, the flight control device 40 may transmit information to the other aircraft 90 indicating that the own aircraft 10 will not perform collision avoidance flight.

When the priority of the other aircraft 90 is not higher than the priority of the own aircraft 10 regarding collision avoidance, the flight control device 40 proceeds to step S404. The flight control device 40 changes the flight route of the aircraft 10 in step S404. The flight control device 40 acquires the flight route of the partner aircraft 90 using the flight route information and the like included in the partner aircraft information. Then, the flight control device 40 changes the flight route of the own aircraft 10 according to the flight route of the other aircraft 90 so that the risk of collision between the own aircraft 10 and the other aircraft 90 is eliminated. The flight route is changed to a collision avoidance route for performing collision avoidance flight. A collision avoidance route is a flight route that eliminates the risk of collision with the other aircraft 90 . Then, the flight control device 40 performs collision avoidance control for causing the aircraft 10 to fly along the collision avoidance route. The function of executing the process of step S404 in the flight control device 40 corresponds to the route setting section 42. FIG.

The flight control device 40 transmits the change information to the counterpart aircraft 90 in step S405. The change information is information indicating that the flight route of the aircraft 10 has been changed. The change information includes information indicating the collision avoidance route of the own aircraft 10 .

Regarding step S402, if the partner aircraft information could not be received from the partner aircraft 90, the flight control device 40 proceeds to step S406. The flight control device 40 performs notification processing in step S406. In the notification process, the flight control device 40 transmits notification information for notifying the presence of the counterpart aircraft 90 to the management center. The report information includes information indicating that there is no response from the partner device 90, information indicating that the partner device 90 is a suspicious device, and the like. Note that, if there is a flying object other than the counterpart aircraft 90 around the own aircraft 10, the flight control device 40 may transmit the report information to the flying object.

The flight control device 40 changes the flight route of the aircraft 10 in step S407. The flight control device 40 acquires the flight state of the counterpart aircraft 90 using the monitoring results of the monitoring device 39 and the like, and calculates the flight route of the counterpart aircraft 90 as an estimated route according to the flight state. Then, the flight control device 40 changes the flight route of the own aircraft 10 according to the estimated route of the other aircraft 90 so that the risk of collision between the own aircraft 10 and the other aircraft 90 is eliminated. The flight route is changed to a caution route to avoid collision with the other aircraft 90 . Since the flight route of the partner aircraft 90 is unknown due to the inability to acquire the partner aircraft information, the caution route is a flight route that largely avoids the partner aircraft 90 while guarding against the partner aircraft 90 . For example, the caution route is set to have a larger separation distance from the counterpart aircraft 90 than the collision avoidance route set in step S404. A caution route is a kind of collision avoidance route. Then, the flight control device 40 performs collision avoidance control for flying the own aircraft 10 along the caution route. The function of executing the process of step S407 in the flight control device 40 corresponds to the route setting section 42. FIG.

Returning to FIG. 2, if no collision risk is found for step S105, the flight control device 40 proceeds to step S107. The flight control device 40 determines whether or not information indicating a collision risk has been received in step S107. When the counterpart aircraft 90 discovers a collision risk between the own aircraft 10 and the counterpart aircraft 90, and the counterpart aircraft 90 notifies the own aircraft 10 of the discovery of the collision risk, the own aircraft 10 transmits information indicating the collision risk. will receive The function of executing the process of step S107 in the flight control device 40 corresponds to the reception execution section. When the information indicating the collision risk is not received, the flight control device 40 ends the flight control process as it is.

When the information indicating the collision risk is received, the flight control device 40 proceeds to step S108 and performs reception avoidance processing. The reception avoidance processing is processing for avoiding the collision risk when the partner device 90 discovers the collision risk. The reception avoidance processing will be described with reference to the flowchart shown in FIG.

In step S501 of the reception avoidance process, the flight control device 40 determines whether or not the counterpart aircraft information has been received. For example, when the information indicating the collision risk includes information about the other device, receiving the information indicating the risk of collision means that the information about the other device has been received. The partner machine information includes priority information of the partner machine 90, for example. The function of executing the process of step S501 in the flight control device 40 corresponds to the priority setting section and the reception execution section.

If partner aircraft information has been received, the flight control device 40 proceeds to step S502. The flight control device 40 sets the avoidance priority for the partner aircraft 90 in the same manner as in step S402 regardless of whether information indicating the avoidance priority is included in the partner aircraft information or not. It will be.

If the partner aircraft information could not be received in step S501, the flight control device 40 acquires the information indicating that the partner aircraft information could not be received as the partner aircraft information. In this case, similarly to step S402, the flight control device 40 sets the avoidance priority for the partner aircraft 90 according to the partner aircraft information indicating that the partner aircraft information could not be received. The function of executing the process of step S501 in the flight control device 40 corresponds to the counterpart aircraft acquiring unit and the counterpart aircraft setting unit.

In step S502, the flight control device 40 calculates the priority relationship between the own aircraft 10 and the counterpart aircraft 90 according to the own aircraft information and the counterpart aircraft information, as in step S403. Similarly to step S403, the flight control device 40 determines whether or not the priority of the other aircraft 90 is higher than the priority of the own aircraft 10 with respect to collision avoidance. The function of executing the process of step S403 in the flight control device 40 corresponds to the priority relationship setting unit. If the counterpart aircraft 90 has a higher priority than the own aircraft 10, the flight control device 40 ends the discovery avoidance processing as it is, and also ends the flight control processing, similarly to the discovery avoidance processing in step S106.

When the priority of the other aircraft 90 is not higher than the priority of the own aircraft 10 regarding collision avoidance, the flight control device 40 proceeds to step S503. In step S503, the flight control device 40 changes the flight route of the aircraft 10 and performs collision avoidance control in the same manner as in step S404. The function of executing the process of step S503 in the flight control device 40 corresponds to the route setting section 42. FIG. In step S504, the flight control device 40 transmits change information to the counterpart aircraft 90 in the same manner as in step S405.

Regarding step S501, if the partner aircraft information cannot be received from the partner aircraft 90, the flight control device 40 proceeds to step S505. In step S505, the flight control device 40 performs notification processing in the same manner as in step S406. The flight control device 40 changes the flight route of the own aircraft 10 in step S506, as in step S407. Similar to step S407, the function of executing the processing of step S506 in the flight control device 40 corresponds to the route setting unit 42.

Next, the order of priority for collision avoidance will be collectively described from the viewpoint of safety. Regarding collision avoidance between two aircraft, the own aircraft 10 and the other aircraft 90, a sudden change in the course of a manned aircraft is likely to cause a risk of injury or discomfort to the crew due to sudden changes in centrifugal force and acceleration. Therefore, by preferentially changing the course of the unmanned aircraft, it is possible to reduce the risk to the safety of the crew. In addition, when cargo is loaded on the aircraft as cargo, a sudden change of course tends to cause risks such as damage to the cargo. Therefore, by preferentially changing the course of one of the own aircraft 10 and the counterpart aircraft 90 that does not carry cargo, the cargo is less likely to be damaged and safer. Furthermore, in the case of an aircraft with some kind of abnormality, it may not be possible to change course appropriately. Therefore, by preferentially changing the course of the normal aircraft, the collision can be more reliably avoided and the safety is ensured.

The order of priority for collision avoidance will be summarized from the viewpoint of flight performance. From the viewpoint of flight performance, there are the ease and efficiency of course changes. Regarding collision avoidance between two aircrafts, the own aircraft 10 and the opponent aircraft 90, a heavy aircraft requires a large amount of energy to change course. Therefore, by preferentially changing the course of the light aircraft, the energy required for the course change tends to be small, which is efficient. In addition, an aircraft flying at high speed not only requires a large amount of energy to change course, but also tends to be greatly affected by centrifugal force and the like when the course is changed. For example, when the course of the aircraft is such that it flies on a curved line, if the course is changed so that the curve is sharply curved, the centrifugal force tends to increase. Therefore, by preferentially changing the course of the aircraft flying at a low speed, the course can be changed easily and safely. Furthermore, an aircraft that cannot take off and land vertically tends to have a smaller adjustment margin for course change than an aircraft that can take off and land vertically. Therefore, by preferentially changing the course of an aircraft that can take off and land vertically, the course can be easily changed.

Regarding the priority of collision avoidance, it is preferable that the viewpoint of safety is given more importance than the viewpoint of flight performance. Therefore, when priorities are set for the own device 10 and the counterpart device 90, there is a method of increasing the weight for setting the avoidance priority for information that satisfies the viewpoint of safety. Information that satisfies the viewpoint of safety includes occupant information, weight information, and abnormality information, as described above. There is also a method of individually calculating the avoidance priority for each type of information and setting a comprehensive avoidance priority while comparing the avoidance priority in order of importance of the information. The degree of importance is the degree of importance from the viewpoint of satisfying the viewpoint of safety.

According to the present embodiment described so far, regarding a collision between the own aircraft 10 and the opponent aircraft 90, the priority relationship indicating which of the own aircraft 10 and the opponent aircraft 90 preferentially performs the collision avoidance flight is information and partner machine information. In this configuration, one of the own aircraft 10 and the counterpart aircraft 90 performs collision avoidance flight according to the priority relationship, thereby avoiding a collision in a manner that does not lower the safety of each of the own aircraft 10 and the counterpart aircraft 90. can. Therefore, it is possible to suppress the situation where only one of the own aircraft 10 and the counterpart aircraft 90 unilaterally performs collision avoidance flight and the safety of only one of them is lowered. That is, in this way, it becomes possible for the own aircraft 10 and the counterpart aircraft 90 to cooperate to avoid a collision. Therefore, when avoiding a collision between two flying objects, the own aircraft 10 and the counterpart aircraft 90, the safety of each of the two flying objects can be enhanced.

According to the present embodiment, the avoidance priority, which indicates how much priority is given to changing the flight route to avoid a collision, is determined by the aircraft information and the counterpart aircraft. It is set according to the aircraft information called information. In this configuration, it is possible to set the avoidance priority in advance for the flying objects, so it is possible to easily determine the flying objects to perform the collision avoidance flight. Therefore, it is possible to reduce the processing load of the flight control device 40 for collision avoidance, shorten the time required to calculate the collision avoidance route, and the like.

According to this embodiment, the avoidance priority when the flying object has a crew is set lower than the avoidance priority when the flying object has a crew. With this configuration, it is possible to minimize the possibility of causing a flying object with a crew to perform collision avoidance flight. For this reason, it is less likely that the safety of the occupant will be lowered as a result of collision avoidance. For example, if a flying object with a human crew on board suddenly changes its trajectory to avoid a collision, the burden on the crew is large, and there is a risk of causing discomfort and injury to the crew. likely to occur. Therefore, in the present embodiment, by setting the avoidance priority of the flying object on which no human is on board to be high, it is possible to minimize the situation where the flying object on which a human is on board performs an avoidance action.

It is considered that the heavier the flying object, the greater the time and energy required for the flying object to change course such as trajectory change. In contrast, according to the present embodiment, the heavier the flying object, the lower the avoidance priority is set. In this configuration, the likelihood of a heavy vehicle performing collision avoidance flight is reduced. Therefore, it is possible to suppress the increase in required time and energy consumption due to collision avoidance flight of a heavy aircraft. Therefore, it is possible to improve the efficiency of the collision avoidance flight performed by the flying object.

According to this embodiment, the fixed priority is set according to the body weight of the own aircraft 10 . In this configuration, the weight of the aircraft 10 is reflected in the fixed priority, so it is possible to improve the setting accuracy of the fixed priority. Moreover, since it is not necessary to use the weight information of the own aircraft 10 each time the flight control device 40 corrects the avoidance priority, the processing load when acquiring the avoidance priority can be reduced.

According to this embodiment, the flight control device 40 acquires the avoidance priority by correcting the fixed priority according to the additional weight of the aircraft 10 . In this configuration, the avoidance priority reflects the additional weight of the aircraft 10, so that the accuracy of setting the avoidance priority can be improved.

According to this embodiment, the avoidance priority when the aircraft is capable of vertical takeoff and landing is set higher than the avoidance priority when the aircraft is not capable of vertical takeoff and landing. With this configuration, it is possible to increase the possibility that a vehicle capable of vertical take-off and landing will perform collision avoidance flight. Since a flying object capable of vertical takeoff and landing can change course more easily than a flying object unable to take off and land vertically, the flying object can easily avoid collision. In addition, the adjustment allowance, which is the amount of change when the aircraft changes course, tends to be larger for an aircraft capable of vertical takeoff and landing than for an aircraft unable to take off and land vertically. For this reason as well, it is easy to achieve collision avoidance by causing a flying object capable of vertical take-off and landing to perform collision avoidance flight.

According to this embodiment, the avoidance priority when the aircraft is a tilt-rotor aircraft among vertical take-off and landing aircraft is set lower than the avoidance priority when the aircraft is not a tilt-rotor aircraft among vertical take-off and landing aircraft. That is, the avoidance priority in the case where one rotor is used as both the lift rotor and the cruise rotor in the aircraft is the avoidance priority in the case where the lift rotor and the cruise rotor are separately provided in the aircraft. is set lower than In this configuration, the tilt rotor aircraft is less likely to perform collision avoidance flight. When changing the tilt angle for collision avoidance flight, it is difficult to change the course of the tilt-rotor aircraft because it takes time to change the tilt angle. Therefore, it is possible to prevent delays in course change for collision avoidance in the tilt-rotor aircraft as a flying object.

According to this embodiment, fixed priority is set according to the propulsion mechanism of the own aircraft 10 . In this configuration, since the fixed priority reflects the information about the propulsion mechanism of the own aircraft 10, it is possible to improve the setting accuracy of the fixed priority. Moreover, since it is not necessary to use the information about the propulsion mechanism of the own aircraft 10 each time the flight control device 40 corrects the avoidance priority, the processing load when acquiring the avoidance priority can be reduced.

It is considered that the energy required for the flight object to change course tends to increase as the flight speed of the flight object increases. In contrast, according to the present embodiment, the higher the flight speed of the flying object, the lower the avoidance priority is set. This configuration reduces the possibility of a high-velocity flying object performing collision avoidance flight. Therefore, it is possible to suppress an increase in energy consumption due to collision avoidance flight of a flying object with a high flight speed.

Also, the faster the flight speed of the flying object, the greater the centrifugal force tends to increase when the flying object flies in a curved line to avoid collision. In this case, the physical burden on the person on board the aircraft is likely to be large. Moreover, in this case, the cargo loaded on the aircraft tends to be at a higher risk of being damaged. In view of these facts, collision avoidance can be performed more easily by increasing the possibility of collision-avoidance flight for slow-moving objects and allowing slow-moving objects to change trajectories.

According to the present embodiment, the flight control device 40 acquires the avoidance priority by correcting the fixed priority according to the flight speed of the aircraft 10 . In this configuration, since the flight speed of the aircraft 10 is reflected in the avoidance priority, it is possible to improve the accuracy of setting the avoidance priority.

When an abnormality occurs in a flying object, it may be difficult for the flying object to change course. In contrast, according to the present embodiment, the avoidance priority when an abnormality has occurred in the flying object is set lower than the avoidance priority when there is no abnormality in the flying object. . With this configuration, the possibility of the aircraft performing collision avoidance flight in a state in which an abnormality has occurred is reduced. Therefore, it is possible to avoid a situation in which a flying object in a state in which an abnormality has occurred cannot perform proper collision avoidance flight. In other words, a flying object in which no abnormality has occurred can appropriately change course to easily avoid a collision.

According to this embodiment, the flight control device 40 acquires the avoidance priority by correcting the fixed priority according to the presence or absence of an abnormality in the own aircraft 10 . In this configuration, since the avoidance priority reflects the presence or absence of an abnormality in the vehicle 10, it is possible to improve the accuracy of setting the avoidance priority.

According to this embodiment, the priority relationship is set according to the avoidance priority for the own device 10 and the avoidance priority for the partner device 90 . In this configuration, by obtaining the avoidance priority for the own aircraft 10 and the avoidance priority for the partner aircraft 90, it is possible to easily set the priority relationship for collision avoidance. For example, unlike the present embodiment, the processing load of the flight control device 40 when calculating the priority relationship can be reduced compared to the configuration in which the priority relationship is directly calculated using the own aircraft information and the partner aircraft information. . Therefore, for the collision avoidance route set by the flight control device 40, it is possible to both improve the setting accuracy and shorten the time required for the setting.

According to this embodiment, the flight control device 40 obtains the avoidance priority by correcting the fixed priority set according to the fixed information using the variable information. With this configuration, the flight control device 40 does not need to calculate the fixed priority each time. For example, since the information indicating the fixed priority is stored in the storage device 35 , the flight control device 40 only needs to read the fixed priority from the storage device 35 . Since the flight control device 40 can acquire the avoidance priority only by correcting the fixed priority, the processing load for acquiring the avoidance priority can be reduced. In addition, since the avoidance priority reflects the change information, the flight control device 40 can acquire the avoidance priority reflecting the current state of the aircraft 10 . Therefore, it is possible to improve the acquisition accuracy of the variation information.

According to this embodiment, the flight control device 40 receives partner aircraft information through the receiving device 33 . In this configuration, since the avoidance priority for the partner machine 90 can be obtained using the partner machine information, it is possible to improve the accuracy of obtaining the partner machine information. Therefore, it is possible to accurately set the priority relationship between the own machine 10 and the partner machine 90 for collision avoidance.

According to this embodiment, the flight control device 40 transmits its own aircraft information to the counterpart aircraft 90 through the transmission device 34 . In this configuration, the opponent machine 90 can acquire the own machine information including the avoidance priority of the own machine 10 , so that the own machine information can be shared with the counterpart machine 90 . For this reason, by sharing a priority relationship between the own machine 10 and the counterpart machine 90 for collision avoidance, the own machine 10 and the counterpart machine 90 can cooperate to avoid collision.

<Second embodiment>
In the first embodiment, as a method of avoiding a collision, a method is adopted in which only the higher-priority one of the own aircraft 10 and the counterpart aircraft 90 changes the flight route. On the other hand, in the second embodiment, as a method of avoiding collision, at least one of the own aircraft 10 and the counterpart aircraft 90 with a higher priority changes the flight route. This method is a method in which both the own aircraft 10 and the partner aircraft 90 may change their flight routes. Configurations, functions, and effects not specifically described in the second embodiment are the same as those in the first embodiment. In the second embodiment, the points different from the first embodiment will be mainly described.

The discovery avoidance processing of this embodiment will be described with reference to the flowchart of FIG. The flight control device 40 performs the same processing as in the first embodiment in steps S401 to S407 shown in FIG. However, in step S403, if the priority of the other aircraft 90 is higher than the priority of the own aircraft 10 with respect to collision avoidance, the flight control device 40 proceeds to step S601. The flight control device 40 performs avoidance confirmation processing in step S601. The avoidance confirmation process is a process for confirming whether or not the own aircraft 10 performs collision avoidance flight when the priority of the other aircraft 90 is higher than the priority of the own aircraft 10 . The avoidance confirmation process will be described with reference to the flowchart of FIG.

The flight control device 40 determines whether or not route change information has been received from the counterpart aircraft 90 in step S701 of the avoidance confirmation process. The route change information is information indicating that the other aircraft 90 will change the current flight route to the collision avoidance route. In this case, the own device 10 and the partner device 90 share that the priority of the partner device 90 is higher than that of the own device 10 with respect to collision avoidance. Note that the route change information may be included in the partner machine information. It should be noted that the determination of whether or not the route change information has been received may be performed together with the determination of whether or not the partner device information has been received in step S402 of the discovery avoidance processing.

When the route change information is received, the flight control device 40 proceeds to step S702 and performs margin acquisition processing. In the margin acquisition process, the flight control device 40 calculates the margin for the collision avoidance flight performed by the counterpart aircraft 90 . The allowance is, for example, the separation distance when the partner aircraft 90 and the own aircraft 10 are closest to each other when the partner aircraft 90 performs a collision avoidance flight. The allowance is also the separation distance between the collision avoidance route of the other aircraft 90 and the flight route of the own aircraft 10 at the timing when the collision avoidance route of the other aircraft 90 and the flight route of the own aircraft 10 are closest to each other. The flight control device 40 calculates the allowance according to the collision avoidance route of the counterpart aircraft 90 and the flight route of the own aircraft 10 .

The flight control device 40 determines whether or not to change the flight route of the aircraft 10 in step S703. The flight control device 40 determines whether or not the flight route of the own aircraft 10 needs to be changed in addition to the route change of the other aircraft 90 in order to avoid a collision between the own aircraft 10 and the other aircraft 90. . For example, the flight control device 40 determines whether or not the allowance is greater than a predetermined determination value. The flight control device 40 determines that the flight route of the aircraft 10 needs to be changed when the allowance is not greater than the determination value. When the margin is not larger than the judgment value, there are a case where it is predicted that the collision can be avoided by changing the route of the partner machine 90, and a case where it is predicted that the collision cannot be avoided even if the route of the partner machine 90 is changed.

When changing the flight route of the aircraft 10 , the flight control device 40 proceeds to step S<b>704 and changes the flight route of the aircraft 10 . The flight control device 40 changes the flight route of the own aircraft 10 according to the collision avoidance route of the other aircraft 90 so as to increase the margin. The flight route of the aircraft 10 is changed to a collision avoidance route for the aircraft 10.例文帳に追加This collision avoidance route is a route that can increase the allowance. When it is predicted that the collision cannot be avoided even by changing the route of the counterpart aircraft 90, the collision avoidance route for the own aircraft 10 becomes the route for avoiding the collision.

The flight control device 40 transmits change information to the counterpart aircraft 90 in step S705. The change information includes information indicating that the flight route of the aircraft 10 has been changed to the collision avoidance route. The change information may include information indicating the allowance.

Returning to FIG. 7, in step S403, if the priority of the other aircraft 90 is not higher than that of the own aircraft 10, the flight control device 40 performs steps S404 and S405 as in the first embodiment. . The flight control device 40 changes the route of the counterpart aircraft 90 and transmits change information to the counterpart aircraft 90 in steps S404 and S405. In this case, the counterpart aircraft 90 flies along a flight route that matches the route change of the own aircraft 10 . It is conceivable that the destination machine 90 also changes its route when the own machine 10 changes its route. For example, it is conceivable that the counterpart machine 90 executes a process similar to the avoidance confirmation process in step S601 to change the route to increase the allowance.

Discovery avoidance processing and avoidance confirmation processing will be collectively described. Regarding collision avoidance, when the other aircraft 90 has a higher priority than the own aircraft 10, it is expected that the route information received from the other aircraft 90 cannot ensure a sufficient separation distance between the own aircraft 10 and the other aircraft 90. may be In this case, in addition to the flight route of the other aircraft 90, the flight route of the own aircraft 10 is changed as much as necessary, so that the safety of collision avoidance can be enhanced. Since the order of priority is set for collision avoidance between the own aircraft 10 and the counterpart aircraft 90, when both the own aircraft 10 and the counterpart aircraft 90 need to change routes, The one with the lower priority needs only the minimum necessary route change. In addition, since the order of priority is set for the own machine 10 and the partner machine 90, it is possible to prevent a situation in which both the own machine 10 and the partner machine 90 change the route, which in turn increases the risk of collision. As a case where the risk of collision becomes high, it is conceivable that one of the own aircraft 10 and the other aircraft 90 simultaneously and independently changes the route with respect to the other.

In the case where the own aircraft 10 has a higher priority than the counterpart aircraft 90 with respect to collision avoidance, the own aircraft 10 should perform the best course change according to the collision avoidance route. For this reason, it is preferable to let the partner device 90 make subsequent judgments once the information indicating the collision avoidance route is transmitted from the own device 10 to the partner device 90 .

<Third Embodiment>
In the second embodiment, in the discovery avoidance process, at least one of the own aircraft 10 and the counterpart aircraft 90 with a higher priority changes the flight route. On the other hand, in the third embodiment, in the reception avoidance process, at least one of the own aircraft 10 and the partner aircraft 90 with higher priority changes the flight route. Configurations, actions, and effects that are not specifically described in the third embodiment are the same as those in the first embodiment. In the third embodiment, the points different from the second embodiment will be mainly described.

The reception avoidance processing of this embodiment will be described with reference to the flowchart of FIG. The flight control device 40 performs the same processing as in the first embodiment in steps S501 to S504 shown in FIG. However, in step S502, if the priority of the other aircraft 90 is higher than the priority of the own aircraft 10 with respect to collision avoidance, the flight control device 40 proceeds to step S801. In step S801, the flight control device 40 performs avoidance confirmation processing in the same manner as in step S601 of the second embodiment. Therefore, the reception avoidance process can have the same effect as the discovery avoidance process of the second embodiment.

<Fourth Embodiment>
In the fourth embodiment, the own machine 10 is an eVTOL. Configurations, functions, and effects that are not specifically described in the fourth embodiment are the same as those in the first embodiment. In the fourth embodiment, the points different from the first embodiment will be mainly described.

A self-machine 10 shown in FIG. 10 has a machine body 11 and a rotor 20 . The fuselage 11 has a fuselage body 12 and wings 13 . The fuselage body 12 is the body of the fuselage 11, and has a shape extending forward and backward, for example. The fuselage body 12 has a passenger compartment in which a passenger rides. The wings 13 extend from the fuselage body 12 and are provided in plurality on the fuselage body 12 . Wing 13 is a fixed wing. The multiple wings 13 include main wings, tail wings, and the like.

A plurality of rotors 20 are provided on the body 11 . At least four rotors 20 are provided in the own machine 10 . The rotors 20 are provided on each of the fuselage body 12 and the wings 13 . The rotor 20 rotates about the rotor axis. The rotor axis is the axis of rotation of the rotor 20 and coincides with the centerline of the rotor 20 .

The rotor 20 has blades 21 , a rotor head 22 and a rotor shaft 23 . A plurality of blades 21 are arranged in the circumferential direction. The rotor head 22 connects multiple blades 21 . Blades 21 extend radially from rotor head 22 . The blades 21 are vanes that rotate together with the rotor shaft 23 . The rotor shaft 23 is the rotating shaft of the rotor 20 and extends from the rotor head 22 along the rotor axis.

The aircraft 10 is a tilt rotor aircraft as an eVTOL. In the own machine 10, the rotor 20 can be tilted. That is, the tilt angle of the rotor 20 is adjustable. For example, when the aircraft 10 ascends, the orientation of the rotor 20 is set such that the rotor axis extends vertically. In this case, the rotor 20 functions as a lift rotor for generating lift in the own machine 10 . That is, the rotor 20 can serve as a rotating blade. The lift rotor also functions as a hovering rotor for causing the aircraft 10 to hover. Further, the rotor for lift can also lower the own machine 10 . Note that the hovering rotor is sometimes called a hovering rotor.

When the aircraft 10 travels forward, the orientation of the rotor 20 is set so that the rotor axis extends in the front-rear direction. In this case, the rotor 20 functions as a cruise rotor for generating thrust in the own aircraft 10 . In this embodiment, the front for the pilot is the front for the aircraft 10 . Note that the direction in which the aircraft 10 travels in the horizontal direction may be the front regardless of the front for the pilot. In this case, the aircraft 10 is always moving forward even if the traveling direction is changed.

As shown in FIG. 11 , the own machine 10 has a tilt mechanism 38 . The tilt mechanism 38 includes a motor and the like, and is driven to adjust the tilt angle of the rotor 20 . The tilt mechanism 38 is sometimes called a tilt drive. For example, in the aircraft 10 , the wings 13 can be tilted relative to the aircraft body 12 . That is, it is possible to tilt the rotor 20 together with the blades 13 . In the self-aircraft 10, the tilt angle of the rotor 20 is adjusted by adjusting the inclination angle of the wing 13 with respect to the airframe body 12. FIG. In this aircraft 10, a mechanism for adjusting the inclination angle of the wing 13 is the tilt mechanism 38. As shown in FIG.

In addition, in the aircraft 10 , the rotor 20 may be tilted relative to the aircraft body 11 . For example, the tilt angle of the rotor 20 may be adjusted by adjusting the tilt angle of the rotor 20 relative to the blades 13 .

As shown in FIGS. 10 and 11, flight system 30 has tilt mechanism 38 and EPU 50 . In FIG. 11, the tilt mechanism 38 is indicated as TIM, and the EPU 50 is indicated as EPU.

The EPU 50 is a device that drives and rotates the rotor 20, and corresponds to a driving device. EPU is an abbreviation for Electric Propulsion Unit. EPU 50 may be referred to as an electric drive unit. The EPU 50 is individually provided for each of the multiple rotors 20 . The EPUs 50 are aligned with the rotor 20 along the rotor axis. All of the multiple EPUs 50 are fixed to the airframe 11 . EPU 50 rotatably supports rotor 20 . EPU 50 is mechanically connected to rotor shaft 23 . The plurality of EPUs 50 include at least one of the EPUs 50 fixed to the airframe 11 in a state protruding outside the airframe 11 and the EPUs 50 fixed to the airframe 11 in a state embedded inside the airframe 11. .

The rotor 20 is fixed to the fuselage 11 via the EPU 50 . The EPU 50 is designed not to tilt relative to the rotor 20 . The EPU 50 can tilt together with the rotor 20 . When the tilt angle of rotor 20 is adjusted, the orientation of EPU 50 is set along with rotor 20 .

The rotor 20 and EPU 50 are capable of propelling the aircraft 10 . In the own aircraft 10, a propulsion device is configured including the rotor 20 and the EPU50. A plurality of such propulsion devices are provided in the own machine 10 . When the rotor 20 is functioning as a wrist rotor, the propulsion system is capable of producing vertical thrust. The vertical thrust is vertical thrust for propelling the aircraft 10 in the vertical direction. When rotor 20 is functioning as a cruise rotor, the propulsion system is capable of producing horizontal thrust. The horizontal thrust is horizontal thrust for propelling the own aircraft 10 in the horizontal direction.

The EPU 50 has a motor device 80 and an inverter device 60 . The motor device 80 has a motor and a motor housing. The motor is housed in a motor housing. The motor is a multi-phase AC motor, for example, a three-phase AC rotary electric machine. The motor functions as an electric motor that is a flight drive source for the aircraft 10 . A motor has a rotor and a stator. The motor is driven by power from the battery 31 . The EPU 50 drives and rotates the rotor 20 by driving the motor. A brushless motor, for example, is used as the motor. In addition, an induction motor or a reactance motor may be used as the motor.

The inverter device 60 has an inverter and an inverter housing. The inverter is housed in an inverter housing. The inverter drives the motor by converting power supplied to the motor. The inverter is sometimes called a driver. The inverter converts the power supplied to the motor from direct current to alternating current. An inverter is a power converter that converts power. The inverter is a multi-phase power conversion unit, and performs power conversion for each of the multi-phases. The inverter is, for example, a three-phase inverter. The motor is driven according to the voltage and current supplied from the inverter.

The EPU 50 controls the driving of the motor according to the detection results of various sensors. For example, the EPU 50 has a drive control section that controls the drive of the motor. The drive control unit is electrically connected to the inverter and various sensors. The drive controller controls the motor via the inverter. The drive control section is electrically connected to the flight control device 40 and performs motor control according to signals from the flight control device 40 . Note that the flight control device 40 may directly control the motors and the like of the EPU 50 .

Battery 31 is electrically connected to multiple EPUs 50 . The battery 31 is a power supply unit that supplies power to the EPU 50 and corresponds to a power supply unit. A battery 31 is a DC voltage source that applies a DC voltage to the EPU 50 . The battery 31 has a rechargeable secondary battery. Secondary batteries include lithium-ion batteries, nickel-metal hydride batteries, and the like. As the power supply unit, in addition to or instead of the battery 31, a fuel cell, a generator, or the like may be used. The battery 31 can store electric power and corresponds to a power storage device.

The distributor 32 is electrically connected to the battery 31 and the multiple EPUs 50 . The distributor 32 distributes power from the battery 31 to the multiple EPUs 50 . Battery 31 is electrically connected to multiple EPUs 50 via distributor 32 . Battery 31 supplies power to EPU 50 via distributor 32 . If the voltage of the battery 31 is referred to as a high voltage, a high voltage is applied to the inverter and motor in the EPU 50, which will be described later. Note that the distributor 32 may be omitted as long as the power of the battery 31 is supplied to a plurality of EPUs 50 . As a configuration that does not require the distributor 32, for example, there is a configuration in which each of the plurality of EPUs 50 is individually provided with a power supply unit.

The flight control device 40 can perform collision avoidance processing. Collision avoidance processing is processing for self-aircraft 10 to perform collision avoidance flight on a collision avoidance route. Collision avoidance processing is performed, for example, together with the flight control processing of the first embodiment. Collision avoidance processing will be described with reference to the flowchart shown in FIG.

The flight control device 40 determines whether or not a collision risk has occurred in step S901 of the collision avoidance process. The flight controller 40 performs at least one of determining whether or not a collision risk has been discovered, and determining whether or not information indicative of the collision risk has been received. For example, the flight control device 40 determines that a collision risk has occurred when a collision risk is found in step S105 of the first embodiment or when information indicating a collision risk is received in step S107.

When a collision risk occurs, the flight control device 40 performs change preparation processing, which is preparation for changing the flight route, in steps S902 to S905. In the change preparation process, the process of changing the state of the propulsion device while maintaining the flight state of the aircraft 10 before the collision risk occurs is performed.

In step S902, the flight control device 40 performs allocation processing for allocating the thrust of the aircraft 10 itself. Flight controller 40 allocates the plurality of propulsion devices to vertical devices for generating vertical thrust and horizontal devices for generating horizontal thrust. The allocation process will divide the plurality of rotors 20 into lift rotors and cruise rotors.

In step S903, the flight control device 40 performs down processing to reduce the vertical thrust. In this process, the vertical device is driven so that the vertical thrust is reduced compared to before the collision risk occurred. In step S904, the flight control device 40 performs up processing to increase the horizontal thrust. In this process, the horizontal device is driven so that the horizontal thrust increases compared to before the collision risk occurs.

The flight control device 40 performs angle change processing in step S905. The flight control device 40 changes the tilt angle of the vertical device to an angle that can generate vertical thrust. In a vertical device, the tilt angle of rotor 20 is changed by tilt mechanism 38 . By performing the change preparation processing in steps S902 to S905, the vertical device can be secured while maintaining the horizontal thrust of the own aircraft 10 before the collision risk occurs.

The flight control device 40 determines whether or not to change the route in step S906. As for the case of changing the route, there are cases where it is determined to change the route in steps S404, S407, and S503 of the first embodiment. Also, there are cases where it is determined to change the route in step S704 of the second embodiment. When changing the route, the flight control device 40 proceeds to step S907 and changes the route. In step S907, the flight control device 40 changes the flight route of the own aircraft 10 to the collision avoidance route, as in steps S404, S407, S503, and S704.

The flight control device 40 determines whether or not to change the altitude in step S908. The flight control device 40 determines whether it is necessary to ascend or descend the own aircraft 10 so as to change the altitude on the collision avoidance route. When changing the altitude, the flight control device 40 proceeds to step S909 and performs propulsion control for the collision avoidance route that requires the change of altitude. The flight control device 40 drives and controls both the vertical device and the horizontal device so that the aircraft 10 ascends or descends along the collision avoidance route.

If the altitude is not changed in step S908, the flight control device 40 advances to step S910 and performs cancellation processing for canceling the allocation of the propulsion devices. This process is a process of returning the propulsion devices assigned to each of the vertical device and the horizontal device to the state before the collision risk occurred. The flight control device 40 restores the tilt angle of the propulsion device to the tilt angle before the collision risk occurred. After completing the resolution processing when a route change is required, the flight control device 40 proceeds to step S909 and performs propulsion control for a collision avoidance route that does not require an altitude change. The flight control device 40 controls the propulsion device so that the aircraft 10 performs collision avoidance flight along the collision avoidance route.

If the route is not changed in step S906, the flight control device 40 advances to step S910 to perform resolution processing. After the cancellation process is completed when the route change is not necessary, the flight control device 40 proceeds to step S909 and performs propulsion control on the flight route before the collision risk occurs. The flight control device 40 controls the propulsion device so that the aircraft 10 flies along the flight route before the collision risk occurs.

The collision avoidance processing of the fourth embodiment will be collectively described. In the eVTOL, which uses a propulsion device for both hovering and cruising, horizontal thrust and vertical thrust can be adjusted by changing the angle of the propulsion device using the tilt mechanism 38 . During cruise, all propulsion devices are often angled to produce horizontal thrust. In this case, when a collision risk is detected, it is preferable to change the angle so that some of the propulsion devices can generate thrust in the vertical direction. At that time, in order to maintain the cruise state, the propulsion device for generating thrust in the vertical direction changes the angle after weakening the thrust so that the eVTOL body does not change in the vertical direction during the angle change. It is preferable that the propulsion device for maintaining cruise increase the thrust. This makes it possible to maintain the cruise state of the eVTOL.

According to this embodiment, the aircraft 10 is an electric aircraft having the rotor 20 and the EPU 50 . Therefore, when the own aircraft 10 avoids a collision between the own aircraft 10 and the counterpart aircraft 90 by collision avoidance flight, it is easy to realize a sudden course change accompanying the avoidance.

<Fifth Embodiment>
In the fourth embodiment, one rotor 20 in the aircraft 10 serves both as a lift rotor and a cruise rotor. On the other hand, in the fifth embodiment, the lift rotor and the cruise rotor are separately provided in the own aircraft 10 . Configurations, functions, and effects that are not specifically described in the fifth embodiment are the same as those in the first embodiment. In the fifth embodiment, the points different from the fourth embodiment will be mainly described.

In the self-machine 10 shown in FIG. 13, a plurality of lift rotors and cruise rotors are provided. The own aircraft 10 has, as EPUs 50, a lift EPU 50a and a cruise EPU 50b. The lift EPU 50a is a device that drives and rotates the lift rotor. Lift EPU 50a is sometimes referred to as a hover drive. The cruise EPU 50b is a device that drives and rotates the cruise rotor. Cruise EPU 50b may be referred to as a cruise drive unit.

In the own aircraft 10, a vertical device and a horizontal device are separately provided as propulsion devices. A plurality of vertical devices and a plurality of horizontal devices are mounted on the machine 10 . The vertical device comprises a lift rotor and a lift EPU 50a. Vertical devices are sometimes referred to as hover propulsion devices. The horizontal device includes a cruise rotor and a cruise EPU 50b. Horizontal devices are sometimes referred to as cruise propulsion devices.

The flight control device 40 can perform collision avoidance processing as in the fourth embodiment. The collision avoidance processing of this embodiment will be described with reference to the flowchart shown in FIG.

The flight control device 40 determines whether or not a collision risk has occurred in step S1001 of the collision avoidance process. This determination is performed in the same manner as in step S901 of the fourth embodiment.

If a collision risk occurs, the flight control device 40 advances to step S1002 and prepares for vertical drive. The flight control device 40 prepares to drive the vertical device as vertical drive preparation. For example, consider a vertical device in which the lift rotor can transition between a normal state and a standby state. The vertical drive preparation includes processing for shifting the lift rotor from the standby state to the normal state in the vertical device.

In this vertical device, the lift rotor is in a standby state when the own aircraft 10 is cruising. The standby state of the lift rotor includes, for example, a state in which the lift rotor is accommodated in the accommodation space, a state in which the lift rotor is folded, and the like. On the other hand, when the aircraft 10 is taking off vertically, landing vertically, or cruising, the rotor for lift is driven to rotate in a normal state. As a normal state of the lift rotor, for example, there is a state in which the lift rotor is exposed from the housing space and can be driven to rotate. In addition, there is a state in which the lift rotor is unfolded and driven to rotate.

The flight control device 40 determines whether or not to change the route in step S1003. This determination is performed in the same manner as in step S906 of the fourth embodiment. When changing the route, the flight control device 40 proceeds to step S1004 and changes the route. The route change is performed in the same manner as in step S907 of the fourth embodiment. The flight control device 40 determines whether or not to change the altitude in step S1005. This determination is performed in the same manner as in step S908 of the fourth embodiment. If so, flight controller 40 proceeds to step S1006.

If the altitude is to be changed, the flight control device 40 proceeds to step S1006 and drives the vertical devices. In driving the vertical device, the lift EPU 50a is driven to drive the lift rotor to rotate. When changing the altitude, the flight control device 40 proceeds to step S1007 after step S1006, and performs propulsion control for a collision avoidance route that requires a change in altitude. The flight control device 40 drives the horizontal device in addition to the vertical device so that the aircraft 10 ascends or descends along the collision avoidance route. The flight control device 40 drives and controls both the lift EPU 50a and the cruise EPU 50b.

If the altitude is not changed in step S1005, the flight control device 40 proceeds to step S1007 and performs propulsion control for collision avoidance routes that do not require altitude changes. In this case, the flight control device 40 does not drive the vertical device, but drives the horizontal device so that the aircraft 10 performs collision avoidance flight along the collision avoidance route.

If the route is not changed in step S1003, the flight control device 40 proceeds to step S1007 and performs propulsion control on the flight route before the collision risk occurs. In this case, the flight control device 40 does not drive the vertical device, but drives the horizontal device so that the aircraft 10 flies along the flight route before the collision risk occurs.

The collision avoidance processing of the fifth embodiment will be collectively described. In an eVTOL that drives different propulsion devices for hovering and cruising, the hover propulsion device is often not driven during cruise flight. The hover driving device includes a hover motor, a hover propeller, and the like. In order to avoid a collision, there may be cases where it is better to change not only the horizontal course but also the altitude. On the other hand, depending on the eVTOL model, the hover propeller is stored in the containment vessel so that the hover propeller does not become a resistance during cruising, and the hover propeller is fixed in place so that it does not rotate. There is a configuration such as In this configuration, there is concern that a delay in collision avoidance operation may occur if control is started so that the hover propeller can be operated after a course change is required for collision avoidance. Therefore, when a collision risk is detected, the hover propellers, etc. can be driven, and when it becomes necessary to change the course in the vertical direction, the hover propellers, etc. can be quickly started to change the course. It is preferable to keep

<Sixth embodiment>
In the first embodiment, the device 10 and the partner device 90 can directly communicate with each other. In contrast, in the sixth embodiment, self-device 10 and partner device 90 can communicate indirectly via the management center. Configurations, functions, and effects that are not specifically described in the sixth embodiment are the same as those in the first embodiment. In the sixth embodiment, differences from the first embodiment will be mainly described.

In FIG. 15 , both the own machine 10 and the partner machine 90 can communicate with the control center 155 . The control center 155 is a kind of management center, and is a facility for controlling the flights of aircraft such as the own aircraft 10 and the partner aircraft 90 . Control includes managing the flight of the aircraft and restricting the flight of the aircraft. The control center 155 corresponds to a management facility.

A control system 150 is constructed in the control center 155 . The control system 150 can control each of the own aircraft 10 and the partner aircraft 90 . The control system 150 may be capable of controlling flying objects such as the own aircraft 10 and the counterpart aircraft 90 . The control system 150 has a control device 151 , a storage device 152 and a communication device 153 . Like the flight control device 40, the control device 151 is mainly composed of a microcomputer. The control device 151 is a control device that controls the control system 150 . The control device 151 is electrically connected to the storage device 152 and the communication device 153 . 15, the control device 151 is ATCD, the storage device 152 is ATSD, the communication device 153 is ATCU, and the control center 155 is ATCC.

The storage device 152 stores control information for controlling the aircraft. The control information includes own machine information and partner machine information. The self-machine information stored in the storage device 152 includes fixed information about the self-machine 10 and information indicating an avoidance priority such as a fixed priority for the self-machine 10 . The partner device information stored in the storage device 152 includes fixed information about the partner device 90 and information indicating avoidance priority such as fixed priority for the partner device 90 .

The control system 150 can communicate with each of the own aircraft 10 and the partner aircraft 90 . The communication device 153 can wirelessly communicate with each of the receiving device 33 and the transmitting device 34 of the device 10 itself. The communication device 153 can wirelessly communicate with each of the receiving device 93 and the transmitting device 94 of the counterpart device 90 . The communication device 153 can output and input information to the control device 151 . The receiving device 33 , the transmitting device 34 and the communication device 153 enable exchange of information between the control center 155 and the own aircraft 10 and exchange of information between the control center 155 and the partner aircraft 90 . Information transmitted from the own aircraft 10 to the control center 155 includes own aircraft information. The information transmitted from the partner device 90 to the control center 155 includes partner device information.

The control device 151 performs management processing for managing the flight of the aircraft. The management processing includes processing for avoiding collisions of flying objects. In this process, for example, collision between the own machine 10 and the counterpart machine 90 can be avoided. In the management process, the control device 151 performs a process of predicting a collision, and a process of setting the avoidance priority, the priority relationship, and the collision avoidance route, as the process performed by the flight control device 40 in the first embodiment. It is possible to run

The flight control device 40 performs flight control processing in the same manner as in the first embodiment. The flight control process of this embodiment will be described with reference to the flowchart of FIG. The flight control device 40 performs the same processing as in the first embodiment in steps S101 to S103 shown in FIG. However, the processing contents of steps S102 and S103 are different from those of the first embodiment. The pre-takeoff process in step S102 will be described with reference to the flowchart of FIG.

In step S1201 shown in FIG. 17, the flight control device 40 performs processing for acquiring weight information of the aircraft 10 itself. This process is performed in the same manner as in step S201 of the first embodiment. In step S1202, the flight control device 40 performs a process of acquiring the crew information of the aircraft 10 itself. This process is performed in the same manner as in step S203 of the first embodiment.

The flight control device 40 transmits information in step S1203. In this information transmission, self-aircraft information including weight information and passenger information is transmitted to the control center 155 . The identification information of the own aircraft 10 is included in the own aircraft information transmitted in the pre-takeoff process. In the control center 155, the control device 151 stores the self-aircraft information in the storage device 152 in a state in which the weight information and crew information are associated with the identification information. The function of executing the processing of step S1203 in the flight control device 40 corresponds to the information output section.

Next, the in-flight processing of step S103 will be described with reference to the flowchart of FIG. In step S1301 shown in FIG. 18, the flight control device 40 performs a process of acquiring the speed information of the own aircraft 10. FIG. This process is performed in the same manner as in step S301 of the first embodiment. In step S1302, the flight control device 40 performs processing for acquiring abnormality information of the aircraft 10 itself. This process is performed in the same manner as in step S303 of the first embodiment.

The flight control device 40 transmits information in step S1303. In this information transmission, self-machine information including speed information and abnormality information is transmitted to the control center 155 . The identification information of the own aircraft 10 is included in the own aircraft information transmitted in the in-flight process. In the control center 155, the control device 151 stores the own aircraft information in the storage device 152 in a state in which the speed information and the abnormality information are associated with the identification information. The function of executing the process of step S1303 in the flight control device 40 corresponds to the information output section.

Returning to FIG. 16, the flight control device 40 proceeds to step S107 after step S103. In this embodiment, unlike the first embodiment, steps S104 to S106 are not performed. That is, the flight control device 40 of the present embodiment does not perform the process of predicting a collision and the process of setting the avoidance priority, the priority relationship, and the collision avoidance route.

In step S107, the flight control device 40 determines whether or not information indicating a collision risk has been received, as in the first embodiment. However, in the present embodiment, it is the control center 155, not the partner device 90, that transmits the information indicating the collision risk to the own device 10. FIG. Therefore, the own aircraft 10 receives the information indicating the collision risk as the information transmitted from the control center 155 .

When the information indicating the collision risk is received, the flight control device 40 proceeds to step S108 and performs reception avoidance processing as in the first embodiment. However, the processing content of step S108 is different from that of the first embodiment. The reception avoidance processing of step S108 will be described with reference to the flowchart of FIG.

The flight control device 40 determines whether or not a route change instruction has been received from the control center 155 in step S1401 shown in FIG. The route change instruction includes changing the flight route of the aircraft 10 to a collision avoidance route, information indicating the collision avoidance route, and the like. Further, the route change instruction includes information indicating the priority relationship between the own aircraft 10 and the partner aircraft 90 with respect to collision avoidance. The function of executing the process of step S1401 in the flight control device 40 corresponds to the priority relation obtaining section and the route obtaining section. Note that the route change instruction may be included in the information indicating the collision risk.

When the route change instruction is received, the flight control device 40 advances to step S1402 and changes the flight route of the own aircraft 10 . The flight control device 40 changes the flight route of the aircraft 10 before the collision risk occurs to the collision avoidance route. Then, the flight control device 40 performs collision avoidance control so that the aircraft 10 flies along the collision avoidance route instructed by the control center 155 .

Next, management processing performed by the control device 151 will be described with reference to the flowchart shown in FIG. The control device 151 repeatedly executes management processing at a predetermined management cycle. The control device 151 has a function of executing each step in the management process.

The control device 151 performs information acquisition processing in step S1501 shown in FIG. In this process, a process of acquiring own machine information received from own machine 10 and a process of acquiring partner machine information received from partner machine 90 are performed. In step S1502, the control device 151 performs collision prediction using the own aircraft information and the opponent aircraft information, as in step S104 of the first embodiment. In step S1503, the control device 151 determines whether or not a collision risk has been found, as in step S105 of the first embodiment.

If the risk of collision between own aircraft 10 and partner aircraft 90 is found, control device 151 proceeds to step S1504. In step S1504, the control device 151 sets the order of priority between the own machine 10 and the partner machine 90, as in step S403 of the first embodiment. In this setting, the priority relationship between own machine 10 and partner machine 90 is set according to own machine information and partner machine information.

In step S1505, the control device 151 performs margin acquisition processing in the same manner as in step S702 of the second embodiment. In this process, the collision avoidance route is set for the higher priority one of the own device 10 and the partner device 90 using the own device information and the partner device information. Also, in this process, the allowance is calculated for the collision avoidance route with the higher priority and the flight low with the lower priority. The control device 151 acquires the calculated allowance.

The control device 151 sets a collision avoidance route for at least one of the own aircraft 10 and the partner aircraft 90 in step S1506. The control device 151 sets the collision avoidance route only for the higher priority one of the own aircraft 10 and the partner aircraft 90, for example, when the allowance is larger than a predetermined judgment value. On the other hand, when the allowance is not larger than the determination value, the control device 151 sets the collision avoidance route so that the allowance is large even for the vehicle with the lower priority.

The control device 151 issues an avoidance command in step S1507. The control device 151 issues an avoidance command including a collision avoidance route to at least one of the own aircraft 10 and the partner aircraft 90 . As a result, the control device 151 can cause at least one of the own aircraft 10 and the counterpart aircraft 90 to perform a collision avoidance flight along the collision avoidance route. Note that the control device 151 may transmit information indicating that the collision avoidance route has not been set to the one of the own aircraft 10 and the partner aircraft 90 that has not set the collision avoidance route.

Management processing will be described collectively. The control center 155 determines the risk of collision between the own aircraft 10 and the counterpart aircraft 90 . When a collision risk occurs, the control center 155 performs calculations to change the course of the aircraft with the higher collision avoidance priority. The control center 155 calculates a margin for collision avoidance, and determines whether or not it is necessary to change the course of the aircraft with the lower priority according to the margin. If the aircraft with the lower priority also needs to change course, the control center 155 performs calculations for changing the course of the aircraft with the lower priority as well. When it is necessary to change the course of an aircraft with a lower priority, there may be a concern that safety cannot be sufficiently ensured simply by changing the course of an aircraft with a higher priority.

According to the present embodiment, in order to avoid a collision between the own device 10 and the counterpart device 90, the own device 10 can acquire the priority relationship between the own device 10 and the counterpart device 90 through wireless communication with the control center 155. is. Therefore, as in the first embodiment, when avoiding a collision between two flying objects, the own aircraft 10 and the opponent aircraft 90, the safety of each of the two flying objects can be enhanced.

According to this embodiment, the aircraft 10 can acquire the collision avoidance route through wireless communication with the control center 155 . Therefore, the flight control device 40 can avoid a collision between the own aircraft 10 and the counterpart aircraft 90 by changing the flight route of the own aircraft 10 to the collision avoidance route from the control center 155 .

<Other embodiments>
The disclosure in this specification is not limited to the illustrated embodiments. The disclosure encompasses the illustrated embodiments and variations thereon by those skilled in the art. For example, the disclosure is not limited to the combination of parts and elements shown in the embodiments, and various modifications can be made. The disclosure can be implemented in various combinations. The disclosure can have additional parts that can be added to the embodiments. The disclosure encompasses abbreviations of parts and elements of the embodiments. The disclosure encompasses the permutations, or combinations of parts, elements between one embodiment and another. The disclosed technical scope is not limited to the description of the embodiments. The disclosed technical scope is indicated by the description of the claims, and should be understood to include all changes within the meaning and range of equivalents to the description of the claims.

In the sixth embodiment, at least one of the process of predicting a collision, the process of setting an avoidance priority, the process of setting a priority relationship, and the process of setting a collision avoidance route is Both can be done. For example, the configuration is such that both the flight control device 40 and the control device 151 perform processing for setting a collision avoidance route. In this configuration, when the collision avoidance route set by the flight control device 40 and the collision avoidance route set by the control device 151 are different, the flight control device 40 selects one of these two collision avoidance routes for flight. Root. For example, if the collision avoidance route set by the flight control device 40 has higher setting accuracy, the collision avoidance route set by the flight control device 40 is preferably selected as the flight route.

In each of the above embodiments, the flight route may not be set in advance for at least one of the own aircraft 10 and the partner aircraft 90 . In other words, at least one of the own aircraft 10 and the counterpart aircraft 90 does not have to have a predetermined course determined by, for example, being controlled by a pilot. In this configuration, when a collision between the own aircraft 10 and the opponent aircraft 90 is predicted, the flying object that performs the collision avoidance flight according to the priority among the own aircraft 10 and the opponent aircraft 90 changes the scheduled course. Instead, it follows the course for collision avoidance according to the pilot's maneuvers.

In each of the above-described embodiments, an aircraft such as the aircraft 10 on which the flight control device 40 is mounted may not be electrically powered as long as it is a vertical take-off and landing aircraft. A vertical take-off and landing aircraft may be equipped with an internal combustion engine such as an engine as a drive source for flight. Also, the aircraft need not be a vertical take-off and landing aircraft as long as it is electrically powered. For example, the flying object may be an electric aircraft capable of taking off and landing with gliding. Additionally, the air vehicle may be a rotary wing or fixed wing aircraft. The flying object may be an unmanned flying object without a person on board.

In each of the above embodiments, flight controller 40 is provided by a control system that includes at least one computer. The control system includes at least one processor, which is hardware. When this processor is referred to as a hardware processor, the hardware processor can be provided by (i), (ii), or (iii) below.

(i) a hardware processor may be a hardware logic circuit; In this case, the computer is provided by digital circuits containing a large number of programmed logic units (gate circuits). A digital circuit may include a memory that stores programs and/or data. Computers may be provided by analog circuits. Computers may be provided by a combination of digital and analog circuits.

(ii) the hardware processor may be at least one processor core executing a program stored in at least one memory; In this case, the computer is provided by at least one memory and at least one processor core. A processor core is called a CPU, for example. Memory is also referred to as storage medium. A memory is a non-transitional and substantial storage medium that non-temporarily stores "at least one of a program and data" readable by a processor.

(iii) The hardware processor may be a combination of (i) above and (ii) above. (i) and (ii) are located on different chips or on a common chip.

That is, at least one of the means and functions provided by the flight controller 40 may be provided by hardware only, software only, or a combination thereof.

10 Self aircraft as flying object 20 Rotor 33 Receiving device as receiving unit 34 Transmitting device as transmitting unit 40 Flight control device 43 Priority relationship setting unit 50 Driving device EPU, 90... partner aircraft as flying object, 155... control center as management facility, S201, S203, S301, S303... own aircraft acquisition unit, S202, S204, S302, S304, S402, S501... priority setting unit, S202, S204, S302, S304... Own device setting unit S402, S501... Other party setting unit S107, S402, S501... Reception execution unit S401... Transmission execution unit S402, S501... Other party acquisition unit S403, S502 . . Priority relationship setting unit, S1203, S1303 .. Information output unit, S1401 .. Priority relationship acquisition unit and route acquisition unit.

Claims (21)

A flight control device (40) mounted on an aircraft (10) that is an aircraft and controlling the aircraft,
a device acquisition unit (S201, S203, S301, S303) that acquires device information as information about the device;
a partner aircraft acquiring unit (S402, S501) for acquiring partner aircraft information as information relating to the partner aircraft that is the flying object different from the own aircraft;
With respect to a collision between the own aircraft and the opponent aircraft, a priority relationship indicating which of the own aircraft and the opponent aircraft preferentially performs a collision avoidance flight, which is a flight for avoiding the collision, is defined by the own aircraft. a priority relationship setting unit (43, S403, S502) that sets according to the information and the partner device information;
A flight controller equipped with For the flying object including the own aircraft and the opponent aircraft, an avoidance priority indicating how much priority is given to performing the collision avoidance flight according to the flying object information including the own aircraft information and the opponent aircraft information A priority setting unit (S202, S204, S302, S304, S402, S501) for setting,
2. The flight control device according to claim 1, wherein said priority relationship setting unit sets said priority relationship according to said avoidance priority set by said priority setting unit. 3. The flight control according to claim 2, wherein the priority setting unit sets the avoidance priority when the flying object is crewed to be lower than the avoidance priority when the flying object is uncrewed. Device. 4. The flight control device according to claim 2, wherein the priority setting unit sets the avoidance priority to a lower level as the flying object is heavier. wherein the priority setting unit sets the avoidance priority when the aircraft is capable of vertical takeoff and landing higher than the avoidance priority when the aircraft is not capable of vertical takeoff and landing; Item 5. The flight control device according to any one of items 2 to 4. The flight control device according to any one of claims 2 to 5, wherein the priority setting unit sets the avoidance priority to a lower level as the flight speed of the flying object increases. wherein the priority setting unit sets the avoidance priority when the flying object has an abnormality lower than the avoidance priority when the flying object does not have an abnormality; Item 7. The flight control device according to any one of items 2 to 6. The priority setting unit sets the avoidance priority when one rotor is used as both a lift rotor for vertical landing and a cruise rotor for cruising in the aircraft. The flight control device according to any one of claims 2 to 7, wherein the avoidance priority is set lower than when the rotor for lift and the rotor for cruise are provided separately. a self aircraft setting unit (S202, S204, S302, S304) that sets an avoidance priority indicating how much priority is given to the collision avoidance flight for the self aircraft according to the self aircraft information;
a partner device setting unit (S402, S501) for setting the avoidance priority for the partner device according to the partner device information;
with
The priority relationship setting unit according to any one of claims 1 to 8, wherein the priority relationship setting unit sets the priority relationship according to the avoidance priority for the own aircraft and the avoidance priority for the opponent aircraft. flight controller. The self-machine information includes unique information unique to the self-machine and variation information that fluctuates in the self-machine,
10. The flight control device according to claim 9, wherein the aircraft setting unit obtains the avoidance priority by correcting the fixed priority set according to the unique information using the variable information. . The unique information includes the aircraft weight of the own aircraft,
11. The flight control device according to claim 10, wherein said fixed priority is set according to said airframe weight. The unique information includes information indicating a propulsion mechanism of the own machine,
The flight control device according to claim 10 or 11, wherein said fixed priority is set according to said propulsion mechanism. The variation information includes information indicating an additional weight added to the body weight of the own aircraft,
The flight control device according to any one of claims 10 to 12, wherein said own aircraft setting unit acquires said avoidance priority by correcting said fixed priority according to said additional weight. The variation information includes information indicating the flight speed of the own aircraft,
The flight control device according to any one of claims 10 to 13, wherein the own aircraft setting unit acquires the avoidance priority by correcting the fixed priority according to the flight speed. The variation information includes information indicating the presence or absence of an abnormality in the own machine,
The flight control device according to any one of claims 10 to 14, wherein the own aircraft setting unit acquires the avoidance priority by correcting the fixed priority according to the presence or absence of the abnormality. . A reception execution unit (S107, S402, S501) for receiving the partner device information for the partner device setting unit to set the avoidance priority for the partner device by the receiving unit (33) provided in the own device. ), the flight control device of any one of claims 9 to 15. A transmission executing unit for transmitting the own-machine information including the avoidance priority for the own-machine set by the own-machine setting unit to the counterpart machine by a transmitting unit (34) provided in the own machine. (S401), the flight control device according to any one of claims 9 to 16. A flight control device (40) mounted on an aircraft (10) that is an aircraft and controlling the aircraft,
an information output unit (S1203, S1303) that outputs own aircraft information as information about the own aircraft to a management facility (155) that manages the flight of the own aircraft;
Regarding a collision between the opponent aircraft (90), which is the flying object different from the own aircraft, and the own aircraft, which one of the own aircraft and the opponent aircraft has priority for collision avoidance flight, which is the flight for avoiding the collision. a priority relationship acquisition unit (S1401) that acquires a priority relationship indicating whether to perform
A flight controller equipped with 19. The flight control device according to claim 18, further comprising a route acquisition unit (S1401) that acquires a collision avoidance route that the self-aircraft traverses for the collision avoidance flight by wireless communication with the management facility. The flight control device according to any one of claims 1 to 19, wherein the own aircraft is a vertical take-off and landing aircraft having at least four rotors (20) driven to rotate for vertical take-off and landing. The said own machine is
a rotor (20) driven and rotated to fly the aircraft;
a driving device (50) including a motor for driving and rotating the rotor by driving the motor;
21. The flight control device according to any one of claims 1 to 20, wherein the flight control device is an electric aircraft that flies by being driven by the drive device.

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